Angle-cock for fluid-pressure brake systems.



PATENTED AUG. 11, 190 8.

J. A. HICKS. ANGLE COCK POE FLUID PRESSURE BRAKE SYSTEMS.

APPLICATION FILED SEP 1 No. 895,756. PATENTED AUG. 11, 1908. J. A. HICKS. ANGLE COOK FOR FLUID PRESSURE BRAKE SYSTEMS.

APPLICATION FILED SEPT. 11, 1907.

4 SHEETSSHEET 2.

June-Mica A K S? R I No. 895,756. PATENTED AUG. 11, 1908.

J. A. HICKS. ANGLE 000K FOR FLUID PRESSURE BRAKE SYSTEMS.

APPLICATION FILED SEPT. 11, 1907.

4 SHEETSSHBBT s.

No. 895,756. PATENTED AUG. 11', 1908. J. A. HICKS.

ANGLE COCK FDR FLUID PRESSURE BRAKE SYSTEMS. APPLICATION I'ILED SEPT. 11, 1907.

4 SHEETS-SHEET 4.

avwenfoz l Vi 1'" zones UNITED STATES PATENT oEEIoE.

JAMES A. HICKS, OF ATLANTA, GEORGIA, ASSIGNOR TO HICKS IMPROVED ENGINE BRAKE COMPANY, OF ATLANTA, GEORGIA, A CORPORATION OF GEORGIA.

ANGLE-COCK FOR FLUID-PRESSURE BRAKE SYSTEMS.

Specification of Letters Patent.

Patented Aug. 1 1, 1908.

To all whom it may concern:

Be it known that I, JAMES A. HroKs, a citiz-en of the United St ates residing at Atlanta, in the county of Fulton and State of Georgia, have invent ed certain new and useful Imrovement s in Angle-Cocks for Fluid-Pressure rake Systems, of which the following is a specification.

The present invent ion relates to air-brake equipment for vehicles, and more especially to improved train pipe coupling devices.be-'

tween cars, the improvement having to do particularly with angle cocks and their appunenances.

Generally stated, the object of the invention is to guard against the danger of a dry train secion or car at any point in the train, due to failure of the 'trainmen to properly manipulate the angle cocks in making couplings when cutting in and out cars or seciions of the train -or due to accidental or intentional closing of any angle cock at any point; and a further object is to provide means for securing the retention of ressure in the train line if desired, after the 1086 between cars has been uncoupled.

More specifically the invention contemplates the provision of means, preferably, and in the form herein shown, closely associated withthe angle cock, which, first, will set the brakes on the train and prevent their release in event of any one of the angle cocks being closed so as to preclude proper feed u of the train line and charging of the auxiliaries and, second, will permit the train line ressure to be held, if this condition is foun to be desirable. These conditions are brought about by providing instrumentalities, which, as above stated, are associated with the angle cocks in the illustrated embodiment herein disclosed, which will keep the train line exhausted and the brakes set so long as an angle cock be in closed position and cutting off the feed-up for the train line; such i'nstrumentalities being capable of manipulation to hold the train line or permit it to be fed-up, as the case may be, even after the cock is closed and the exhaust of train line initiated. t v

- In the drawings herewith, and in which is illustrated one embodiment of my invention,

Figure 1 is a general view showing a complete equipment between adjacent cars, showmg the action under certain presuppos d conditions. Fig. 2 is a similar view showing the action under conditions the reverse of those shown in Fig. 1. Fig. 3 is a sectional view of a closed angle-cock embodying my invention showing the exhaust cont rolling valve closed. Fig. 4 is a similar view showing the exhaust controlling valve open. Fig. 5 is a sectional view of the angle cock taken at right angles to the plane of section of Fig. '3. Fig. 6 is a sectional View of an angle-cock showing adifferent but equivalent construction to that shown in Figs. 3, 4, and 5/ Fig. 7 is a sectional view of the cock shown in Fig. 6 on a plane at right angles to the plane of Fig. 6. igs. 8 and 9 are sectional views on lines 88, and 9-9, respectively, of Fig. 6,look ing in the direction of the arrows. Figs. 10 and 11 are views in side elevation of the main valve or turning-plug of the angle-cock shown in Fig. 6. Fig. 12 is a side view of the dummy hang-up device shown in Fig. 6. Figs. 13, 14, 15 and 16 are views of a modified but equivalent form of hose-supporting device.

Referring to the drawings by numerals, (see articularly Figs. 1 to 5, inclusive). like numbers indicating similar or corresponding parts in the several views, 2 designates the angle cock, which may be of the usual or any desired construction, the said angle cock 2 being connected, as is'usual, at one end with the train pipe 3 and at the other end with the hose 4. The said cock 2 is provided with the usual valve or turning-plug 5 having the through port 6, and the andle 7 by which it is manipulated, all of which construction is old and well known, and so far as its usual functions of cuttin pressure inand out is concerned, the ange cock operates in the usual manner. The turning plug 5 is provided with a ort 8, drilled throu h the wall thereof into t e ort 6, substantia y at right angles thereto, te said port 8 being blanked or closed by the wall of the valve seat when the cock is in open position, but when the cock is closed and the port 6 is blanked the said 'port8 is in communication with train line on the train side of the angle cock and a free passage is provided through the port- 8 into the port 6. The said port 6, when it is blanked, with the angle cock in closed position, bridges a cavity or groove 9 formed in the wall of the angle cock casing, which cavity 9 leads to a circumferential groove or cavity 10 referably formed in the nut or head 11 w 'ch closes the valve seat at the bottom of the angle cock. From the said groove 10 a passage 12 tapped through the ead 11 leads to a cup 13 in the top of the head 11, in which cavity is preferably mount- With this-construction it is obvious that if the angle cock bevin cut-off or closed position, there is a direct communication to atmosphere from the train pipe 3 by way of the port 8, port 6, roove or cavity 9, groove 10, passage 12, va ve chamber 13, port 17, and atmospheric port 18. Such an arrange: ment'of exhausts will, of course, bleed the train-line on one side (the train side) of the angle cock 2 so as to break train-line pressure and set the brakes if the angle cock is closed, either throu h accident or design, and pre vent the tram pulling awayuntil the fault has been corrected by opening the angle cock to permit proper feed upof the train line, and release of the brakes, all of which will be a parent from an inspection of Fig. 1, in whicll the angle cock at the oint A,

which for convenience will be calle the for-- ward end of the train is closed, while the angle-cock at the point B, which fol-convenience will be called the rear end of the train, is open. It is obvious, however, that unless provision be made for bleeding the train-line from both sides (train and hose side) of the angle cock, the system would be ineffective, for the reason that While the angle cock at the point A, Fig. 2, which for convenience will be calledthe forward end of thetrain, might be open and in pro er condition, if the angle cock at the point in the equipment, which for convenience will be called the rear end of the train, should be closed, unless provision were made for bleeding the train line through'the angle cock B from the hose side, the brakes would not set, the rear portion of the train would be left dry, the engineer would be deprived of the use of all the brakes on this dry section, and

he would not be advised of this dangerous condition. To meet'this dangerous condition the turning plug or valve 5 is provided at a point substantially opposite the port 8, with a second and independent exhaust, comprising, in the present embodiment, a groove or cavity 19, which, as shown in the present embodiment is L-shaped, the vertical limb of this cavity 19 communicating with the hose side of the angle cock 2 when the cock is in cut-ofi or closed condition,

while the horizontal limb of this L-shaped cavity communicates with an atmospheric port 22 in the wall of the cock casing, so that atmospheric communication will be established through the lL-sha ed groove or cavity 10, and ort 22. With t is double provision for blee ing the train line, it is clear that if any angle cock throughout the train be left in cut-off position, the train line will be exhausted and the brakes will be set, and this result will follow regardless of which side of the hose coupling the cut-off angle cock may be, for exhausting of the train line is insured from both sides of any angle cock in the train.

An equivalent, but slightly different construction is shown in Figs. 6 to 11, inclusive,

in which instead of leading the exhaust from the train sid e through the main port in the valve or plug I bring it by means of a groove or cavity 20, formed in the outer wall of the valve 5, directly to the cup 13 in the top of the head 11, and thence by port 17, valve chamber 15, and port 18, to atmosphere, in the manner above described; the cavity 20 being so arranged as to bridge and communicate with the train line passage in the angle:

cock when the cock is in cut-out position (see Fig. 6). In this form the exhaust from the hose side of the angle-cock is the same as in the form'first described, comprising the L-shaped groove 21 which bridges and communicates with the atmospheric port 22 in the wall of the angle cock casing when the cock is in cut out position (see Figs. 6, 8 and 9).

It is clear that the form just described functions and handles the air in eXactly the same manner, under like conditions, as the form described in connection with Figs. 1 to 5, inclusive, and repetition of the operation is deemed unnecessary.

. Another feature of my present improvements is the provision of means which will compel the trainmen, in order to preserve the train line intact, to hang up the ends of the hose coupling when they have uncoupled the train line at any oint, and this feature 1 consider of great va ue, for the reason that it prevents what is not now an uncommon practice, namely, the careless dropping and consequent dragging of the loose ose end and its injury, and also effectually prevents that other harmful practice sometimes indulged in by trainmen of uncoupling the draw-heads or couplers and allowing the hose to be pulled apart as the train separates.

accomplish the result aimed at, namely,

the compu sory hanging up in properly sus pended condition of the hose ends, by utilizing the same means above described for exhausting the train line, adding thereto instrumentalitiesfor closing the valve 16, which it will be remembered controls the exhaust from the train-side of the angle-cock. The stud valve 16, as shown, is provided with a stem 23'which depends through the nut or.

head 11, in position to be engaged by the shortend of a lever 24, pivotally mounted in the head 11. Thesaid lever 24 has adjustably connected therewith by means of a ring 25 taking into any one of a series of holes 26, a hose support 27 of any desired or convenient form, and in Fig. 3 I have shown a chain 28 rovided with a hose s'u porting hook, whi e in Fig; 6 a dummy coup ing 29 is shown connected to the said lever 24. The said lever 24 is so proportioned that a comparatively small weight, such as would be represented by the weight of a hose coupling, will be SllfllClBIli) to rock said lever 24 andcause it to lift the valve 16, through the stem 23, and close the exhaust port 17 from the an le cock but it will be clear that unless the tI3.1I1-. man, after uncou ling, shall properly hang up his hose on tffe lever 24, and seat the valve 14, the train line will be bled, the brakes set, and the train cannot be moved; so that this hanging up of the hose becomes an absolute necessity in the manipulation of the train and the harmfulresults of letting the hose drag, or pulling the hose apart as the train separates,are effectually guarded against by com elling this ban ing-up action on the part of t e trammen. he advantage of this feature of my improvement in connection with the live section of.the train, or that coupled to the engine is apparent, but it isalso of value in connection with the (lead or uncoupled section of the train, for the hang.

ing-up operation will result in retaining some train-line pressure in the dead section, so that the train-line will not be absolutely exhausted, and the labor of recharging imposed -on the ump will be materially lessened, yet at the same time when the hose is uncou led and before the trainman can hang up is hose'there will be a sufficient reduction in the train-line of the (lead section to set the brakes and hold the train under ordinary conditions and on usual grades.

Instead of the constructionshown in Figs. 3, 4, and 6, and just described, I may provide (see Figs. 13, 14, 15 and 16) at a convenient oint on the car a hang-up head 30 for the ose, which is substantially the ordinary dummy cou ling, but which has a coupling seat provi ed with a valve 31, closing a port 32, communicating b means of pipe 33 with the lower'part of t e head 11 of the angle cook, the said valve 31,,when the hose coupling is engagedwith the head 30 and hung up, being closed, so as to cut off exhaust from the angle cock through the connection 33, and I preferably score or groove the valve 31 on its outer face at 34 to permit the air to escape from the hose. In other words the construction of hang-up device 'ust described is the equivalent of the lever ang-up device shown in the other views and hereinbefore described, except that in the construction just set forth; I place the exhaust-controlling valve on the ban up device instead of in the angle cock itsel the operation being the same when the hose is put in place.

The embodiment of my invention herein set forth is the best now known to me, but since changes involving merely the skill of the mechanician and the adoption of equivalentelements may obviously be made, I do not limit myself to'the illustrated embodiment, except in so far as I am limitedby the prior art to which the invention belongs.

Having fully disclosed my invention, I claim: I

1. An angle-cock provided with means for exhausting train line when the cock is closed, a normally open valve to control said exhaust, and manually operable means for closing said valve.

2. An angle-cock provided with means for exhausting train line when the cock is closed, a normally open valve to control said exhaust, and a hose-support which effects closure of said valve when the hose is hung up,

3. An angle-cock provided with means for exhausting train line from. both sides when the cock is closed, and a valve controlling the exhaust from one side of'said cock.

4. An angle-cock provided with means for exhausting train line from both sides when the cock is closed, and a normally open valve controlling the exhaust on one side of said cock.

5. An angle-cock provided with means for exhausting train line from both sides when the cock is closed, and a normally open valve cor rolling the exhaust on the train side of said cock.

' 6. An angle-cock provided with means for exhausting train-line from both sides when the cock is closed, a normally open valve controlling the exhaust on the train side of said cock, and means for closing said valve.

7. An angle cock having means for exhausting train line on both sides when the coclis closed, a normallv open port for the exhaust on the train side of the cock, and means operable upon hanging'up of the hose for closingsaid port.

8. An angle cock provided with means for exhausting train-line from both sides when the cock is closed, a normally open valve controlling the exhaust on the tIfiJHSldG of said cock, and a hose-su port which eflects closure of said valve wl en the hose is hung up.

9. An angle-cock provided with means for exhausting train line when the cock is closed, a normally open port for said exhaust, a" valve for said port,'and a movable hose-su port to engage and seat said valve when t e 1086 is hung up.

10. An angle cock provided with means for exhausting train line on both sides when the cock is closed, a normally open port for the exhaust on the train side of the cock, a valve for said port, and, a movable hose-support to engage and seat said valve when the oseishungu r other side and a Valve controlling said second passage. 7

12. An angle cock provided with an exhaust passage which is always open to atmosphere to bleed train line on one side of the angle cock when the cock is closed, a second exhaust passage normally open when the cock is closed to bleed train line on-the other side, and a valve operable to close said second passage.

13. An angle cock provided with an exhaust passage on the hose side which is always open to atmosphere to bleed train line when the cock is closed, a second exhaust passage on the train side normally open when the cock is closed, and a manually operable valve to -close said second as'sage. I

14. An angle 000 provided with an exhaust passage on the hose side which is always open to atmosphere to bleed train line when the cock is closed, a second exhaust passage on the train side normally open when the cock is closed, a valve to close said second passage, anda hose hang-updevice operable to close said valve.

15. An angle cock having a turning plug I each of said grooves, and a valve controlling one of said ports.

16. An angle cock having a turning plug recessed on opposite sides with exhaust grooves which bridge train line on both sides when the cock is closed, an exhaust port for each of said grooves, a' normally open valve controlling one of said ports, and manually operable means for closing one of said ports.

17. An angle cock having a turning lug provided on opposite sides with indepen ent exhaustpassages which bridge train line on both sides when the cock is closed, an exhaust cavity in the casing with which one of saidpassages communicates, an exhaust port in the casing head to receive the exhaust from said cavity, a Valve controlling said port, and an open atmospheric port to which the other plug passage de ivers.

18. An angle cock having a turning plug provided on opposite sides with indepen ent exhaust passages which bridge train line on both sides when thepock is closed, an exhaust cavity in the casing with which one of said passages communicates, a bottom casing nut having a circumferential groove to which said cavity delivers, a passage leadin from said groove to a chamber beneath sai plug, a normally open atmospheric port for said chamber, a valve controlling said port, and an open atmospheric port for the second plug passage.

In testimony whereof I afiix my signature .in presence of two witnesses.

JAMES A. HICKS.

Witnesses:

A. V. CUsHMAN, G. M. STUoKER. 

